System and method for power management during regeneration mode in hybrid-electric vehicles for h-3000

ABSTRACT

A system and method for recovering the optimum power level during regenerative mode is disclosed. Equations for determining the optimum regenerative power level receivable by an energy storage system, for example for any given deceleration event, are derived and disclosed. The equations consider various losses such as the efficiency of the electric motor generator in the generator mode, wind resistance, rolling resistance, transmission losses, engine losses, and losses in the energy storage system. Also disclosed is at least one embodiment of a procedure for controlling a hybrid drive system to achieve the optimum energy recovery.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of International Application No.PCT/US2014/020513 filed Mar. 5, 2014, which claims the benefit of U.S.Provisional Application No. 61/782,103 filed Mar. 14, 2013, the entiredisclosures of which are hereby incorporated by reference in theirentirety.

BACKGROUND

Hybrid vehicles commonly gather energy during vehicle deceleration whichprovides a convenient and readily available means for decreasing fuelconsumption. Therefore it is useful for hybrid vehicles to determine howbest to convert vehicle kinetic energy into electric energy duringdeceleration. Controlling the electric motor generator to capture toomuch energy can result in additional high heat losses in the energystorage system. Controlling the electric motor generator to capture toolittle energy increases total energy lost to parasitic vehicle energylosses. In either case, unnecessary waste is created that might beavoided by determining a closer approximation to the optimum powertransfer for a given deceleration event. However, determining theoptimum transfer power for a given deceleration event is difficultbecause it depends on a complex web of interrelated variables andadjusting one variable without carefully considering the effects on theothers may result in unintended consequences that could negate thebenefits of regenerative energy recovery altogether.

SUMMARY

Disclosed is a system and method for managing power during regenerationmode in a hybrid electric vehicle, for example, during vehicledeceleration. Equations and procedures are considered which consider anuanced set of parasitic vehicle energy losses caused by the expectedchanges in kinetic energy resulting from aspects of vehicle energy losssuch as wind resistance, rolling resistance, transmission rotational andfrictional losses, as well as compression and frictional forces in theengine. Also considered are the resistance and regenerative voltage inthe energy storage system, as well as the estimated efficiency of theelectric motor generator operating in the generator mode.

These factors are processed in a transmission/hybrid vehicle controlmodule which implements at least one embodiment of the equationsdisclosed to determine a predicted maximum electrical power the hybridsystem can expect to recover at the start of the deceleration event, forexample when the user has lifted the accelerator pedal and has notpressed the brake. The transmission/hybrid control module disclosed thensignals the electric motor generator or “eMachine” to recover thepredicted maximum electrical power level which may be less than themaximum power level it could recover at any given time.

Further forms, objects, features, aspects, benefits, advantages, andembodiments of the present invention will become apparent from thedetailed description and drawings provided herewith.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a diagrammatic view of one example of a hybridsystem.

FIG. 2 illustrates a general diagram of an electrical communicationsystem in the hybrid system of FIG. 1.

FIG. 3 illustrates one embodiment of a sequence of operations for thehybrid system of FIG. 1 resulting in the optimal power recovery duringvehicle deceleration.

DETAILED DESCRIPTION

For the purpose of promoting an understanding of the principles of theinvention, reference will now be made to the embodiments illustrated inthe drawings, and specific language will be used to describe the same.It will nevertheless be understood that no limitation of the scope ofthe invention is thereby intended. Any alterations and furthermodifications in the described embodiments and any further applicationsof the principles of the invention as described herein are contemplatedas would normally occur to one skilled in the art to which the inventionrelates. One embodiment of the invention is shown in great detail,although it will be apparent to those skilled in the relevant art thatsome features not relevant to the present invention may not be shown forthe sake of clarity.

The reference numerals in the following description have been organizedto aid the reader in quickly identifying the drawings where variouscomponents are first shown. In particular, the drawing in which anelement first appears is typically indicated by the left-most digit(s)in the corresponding reference number. For example, an elementidentified by a “100” series reference numeral will first appear in FIG.1, an element identified by a “200” series reference numeral will firstappear in FIG. 2, and so on. With reference to the Specification,Abstract, and Claims sections herein, it should be noted that thesingular forms “a”, “an”, “the”, and the like include plural referentsunless expressly discussed otherwise. As an illustration, references to“a device” or “the device” include one or more of such devices andequivalents thereof.

FIG. 1 shows a diagrammatic view of a hybrid system 100 according to oneembodiment. The hybrid system 100 illustrated in FIG. 1 is adapted foruse in commercial-grade trucks as well as other types of vehicles ortransportation systems, but it is envisioned that various aspects of thehybrid system 100 can be incorporated into other environments. As shown,the hybrid system 100 includes an engine 102, a hybrid module 104, anautomatic transmission 106, and a drive train 108 for transferring powerfrom the transmission 106 to wheels 110. The hybrid module 104incorporates an electric motor generator or electrical machine, commonlyreferred to as an eMachine 112, and a clutch 114 that operativelyconnects and disconnects the engine 102 from the eMachine 112 and thetransmission 106.

The hybrid system 100 incorporates a number of control systems forcontrolling the operations of the various components. For example, theengine 102 has an engine control module 146 that controls variousoperational characteristics of the engine 102 such as fuel injection andthe like. A transmission/hybrid control module (TCM/HCM or “thecontroller”) 148 substitutes for a traditional transmission controlmodule and is designed to control both the operation of the transmission106 as well as the hybrid module 104. The transmission/hybrid controlmodule 148 and the engine control module 146 along with the inverter132, and energy storage system 134 communicate along a communicationlink as is depicted in FIG. 1.

In terms of general functionality, the transmission/hybrid controlmodule 148 receives power limits, capacity, available current, voltage,temperature, state of charge, status, and fan speed information from theenergy storage system 134 and the various energy storage modules 136within. In the illustrated example, energy storage system 134 includesthree energy storage modules 136 connected together, for exampleconnected together in parallel, to supply high voltage power to theinverter 132. The transmission/hybrid control module 148 in turn sendscommands for connecting the various energy storage modules 136 so as tosupply voltage to and from the inverter 132. From the inverter 132, thetransmission/hybrid control module 148 receives a number of inputs suchas the motor/generator torque that is available, the torque limits, theinverter's voltage current and actual torque speed. From the inverter132, it also receives a high voltage bus power and consumptioninformation. The transmission/hybrid control module 148 also monitorsthe input voltage and current as well as the output voltage and current.The transmission/hybrid control module 148 also communicates with andreceives information from the engine control module 146 and in responsecontrols the torque and speed of the engine 102 via the engine controlmodule 146.

In a typical embodiment, the transmission/hybrid control module 148 andengine control module 146 each comprise a computer having a processor,memory, and input/output connections. Additionally, the inverter 132,energy storage system 134, DC-DC converter system 140, and other vehiclesubsystems may also contain computers having similar processors, memory,and input/output connections.

FIG. 2 shows a diagram of one example of a communication system 200 thatcan be used in the hybrid system 100. While one example is shown, itshould be recognized that the communication system 200 in otherembodiments can be configured differently than is shown. Thecommunication system 200 is configured to minimally impact the controland electrical systems of the vehicle. To facilitate retrofitting toexisting vehicle designs, the communication system 200 includes a hybriddata link 202 through which most of the various components of the hybridsystem 100 communicate. In particular, the hybrid data link 202facilitates communication between the transmission/hybrid control module148 and the inverter 132 and the energy storage system 134. Within theenergy storage system 134, an energy storage module data link 204facilitates communication between the various energy storage modules136. The various components of the hybrid system 100 as well as theirfunction are discussed in further detail in U.S. patent application Ser.No. 13/527,953, filed Jun. 20, 2012 and International Application No.PCT/US/2011/051018, filed Sep. 9, 2011, published as WO 2012/034031 A2,which are hereby incorporated by reference

In another aspect, the hybrid system 100 is also configured to controlthe operation of the eMachine 112 during vehicle deceleration tomaximize the total recovered energy by calculating the regenerativepower level that maximizes the energy stored in the battery. As astarting point in making these calculations, it should be noted thatover a small fixed speed change (i.e. a fixed kinetic energy change),the various energy losses in a hybrid system 100 attributable todeceleration can be considered constant in power and the energy changecan be expressed as shown in Equation 1 below:

$\begin{matrix}{\frac{\Delta \; E}{\Delta \; t} = {{- P_{engine}} - P_{transmission} - P_{wind} - P_{rolling} - P_{accessory} - \frac{P_{ESS}}{efficiency}}} & {{Equation}\mspace{14mu} 1}\end{matrix}$

where ΔE is the total change in energy over a change in time Δt,P_(engine) represents one or more engine losses, P_(transmission)represents one or more transmissions losses, P_(wind) represents a lossof energy due to wind resistance acting on the vehicle, P_(rolling)represents a rolling resistance, P_(accessory) is an accessory loss,P_(ESS) is the power recovered in energy storage system 134 during thecurrent regeneration event, and efficiency represents the overallefficiency of eMachine 112 with respect to converting mechanical powerto electrical power. The algorithm seeks to determine P_(ESS) such thatthe recovered energy is maximized for any given regenerative brakingevent, for instance, for regenerative events involving decelerationalone without friction braking.

Several of the vehicle losses indicated in Equation 1 are caused by anoverall predicted change in the vehicle kinetic energy. These losses mayalso be known at any given time, or at least may be well characterizedusing accurate approximations in many hybrid vehicle systems. Thereforebecause they are the result of a predicted change in kinetic energy,these vehicle energy losses can be grouped together for purposes ofsolving for the optimum power transfer solution, although they may laterbe considered separately again. For example in one embodiment,P_(engine), P_(transmission), P_(wind), P_(rolling), and P_(accessory),can be determined by hybrid system 100 using various means such assensors, system lookup tables populated by the manufacturers of variouscomponents, or lookup tables populated by hybrid system 100 itselfduring operation as explained in further detail below. Grouping thesevehicle energy losses together results in Equation 2:

$\begin{matrix}{\frac{\Delta \; E}{\Delta \; t} = {{- P_{Loss}} - \frac{P_{ESS}}{efficiency}}} & {{Equation}\mspace{14mu} 2}\end{matrix}$

where ΔE is the total change in energy over a change in time Δt,P_(Loss) represents the sum of P_(engine), P_(transmission), P_(wind),P_(rolling), and P_(accessory) while P_(ESS) remains the power recoveredin energy storage system 134, and efficiency represents the efficiencyof eMachine 112.

As noted, P_(ESS) represents the total electrical power supplied toenergy storage system 134 during the regenerative event. However, somepart of the power delivered to energy storage system 134 is lost in thetransfer, typically as heat. For example, one embodiment of energystorage system 134 contains one or more battery cells. The high voltageand current passing through the relatively low resistance of the batterycells will result in some heating in the battery cells, perhapsexcessive heating if the current is too high. Other energy storagetechnologies useable in energy storage system 134 may have higher orlower losses in the transfer due to heat or other sources.

Therefore, the total electrical power supplied to energy storage system134 can be separated into a charge producing component and a losscomponent as shown in Equation 3a:

P _(ESS) =P _(Charge) +P _(Heat)  Equation 3a

where P_(ESS) is the total electrical power supplied to energy storagesystem 134 during the regenerative event, P_(heat) is the predictedelectrical power loss, and P_(charge) is the total charge producingcomponent delivered into energy storage system 134 and stored for lateruse. P_(heat) can be treated as an I²R loss, thus yielding Equation 3b:

$\begin{matrix}{P_{heat} = {R_{ESS}\left( \frac{P_{ESS}}{V_{regen}} \right)}^{2}} & {{Equation}\mspace{14mu} 3b}\end{matrix}$

where P_(heat) is the predicted electrical power loss, R_(ESS) is theresistance of the energy storage system, P_(ESS) is the total electricalpower supplied to energy storage system 134 during the regenerativeevent, and V_(regen) is the voltage supplied to energy storage system134 from eMachine 112 operating as a generator during the regenerativeevent.

As asserted above, when the recovered energy is considered over a smallfixed speed change (i.e. a fixed kinetic energy change), the recoveredenergy is equal to the power captured in energy storage system 134(P_(charge)) multiplied by the change in time Δt (power being units ofenergy per unit time and here multiplied by time thus yielding energy).Therefore using Equation 2 to solve for Δt and accounting for the changein sign when changing from vehicle energy loss to battery energy gain,the recovered energy is given in Equation 4:

                                  Equation  4${P_{charge}\Delta \; t} = {{{Energy}\mspace{14mu} {Recovered}} = {\Delta \; E\; \frac{P_{charge}}{P_{loss} + \frac{P_{ESS}}{efficiency}}}}$

where P_(charge) is the charge producing component delivered into energystorage system 134 over some time period Δt, Energy Recovered is theenergy recovered in energy storage system 134, ΔE is the change inenergy during the period of time Δt, P_(Loss) represents the vehicleenergy losses, P_(ESS) is the total electrical power supplied to energystorage system 134 during the regenerative event, and efficiencyrepresents the efficiency of eMachine.

Using Equation 2 to express P_(charge) as total battery power less heatlosses yields Equation 5:

$\begin{matrix}{{{Energy}\mspace{14mu} {Recovered}} = {\Delta \; E\; \frac{P_{ESS} - {R_{ESS}\left( \frac{P_{ESS}}{V_{regen}} \right)}^{2}}{P_{loss} + \frac{P_{ESS}}{efficiency}}}} & {{Equation}\mspace{14mu} 5}\end{matrix}$

where the terms are as indicated in previous equations above.

To find the optimal energy recovery with respect to power delivered toenergy storage system 134, equation 5 is utilized by taking the partialderivative of Energy Recovered with respect to P_(ESS) and solving forzero which gives Equation 6:

                                  Equation  6$P_{ESS} = {{efficiency}*{P_{Loss}\left\lbrack {{- 1} + \sqrt{1 + \frac{V_{regen}^{2}}{{efficiency}*P_{Loss}*R_{ESS}}}} \right\rbrack}}$

where the terms are as indicated in previous equations above. Equation 6than represents a mathematical solution taking into consideration a widerange of factors for determining the optimum level of power toregenerate into energy storage system 134 during a regeneration event,for instance during deceleration.

Turning now to operational aspects, hybrid system 100 may implement theequations discussed above to achieve the benefits disclosed. In oneembodiment, transmission/hybrid control module 148 has a processor orsimilar logic circuitry programmed or otherwise designed with circuitscapable of performing the actions illustrated in FIG. 3 at 300.Processing begins at 301 by determining first whether a decelerationevent is in progress (303). Such a determination can be made, forexample, when the operator applies no pressure to the accelerator pedalresulting in a zero input signal being sent to transmission/hybridcontrol module 148, yet applies no pressure to the brake pedal as wellresulting in a second zero input signal being sent totransmission/hybrid control module 148 for the brake pedal as well. Thenet result then is that the hybrid vehicle is left to coast beginning adeceleration event. In the illustrated embodiment, pressure on eitherthe brake pedal or the accelerator pedal results in a nonzero inputsignal for either brake or accelerator and is considered bytransmission/hybrid control module 148 as an indication that adeceleration event is not occurring (325) causing the logic at 300 to beskipped altogether. However, the formulas disclosed above and logicalprocessing shown at 300 may be adapted to include frictional braking aswell.

However, if a determination is made that a deceleration event is inprogress (303), optimal regenerative calculations begin at stage 304. Itshould be appreciated from FIG. 3 that several execution paths orlogical paths diverge from stage 304. This is intended as an exampleshowing that multiple operations may be advantageously programmed tooccur simultaneously or asynchronously in the processor or other controlcircuits within transmission/hybrid control module 148. However, FIG. 3is exemplary only and not restrictive as it may also be advantageous forthe illustrated operations to occur one after the other in a synchronousfashion, or in a different order than the one shown to yield anequivalent result depending on the particular implementation details anddesign constraints.

In one aspect, the optimal regenerative braking calculations involvedetermining whether energy will be lost due to friction or compressionforces in the engine. Therefore, transmission/hybrid control module 148determines if engine 102 is coupled to eMachine 112 via disconnectclutch 114 at stage 315. If not, engine related calculations are notprocessed and processing reverts back to stage 304 with respect toengine calculations. However, if engine 102 is coupled to eMachine 112,then some of the vehicle's kinetic energy that could be recovered aselectrical energy will be lost in one or more engine losses. Theselosses are calculated in stages 317 and 318 where engine losses due tocompression forces and frictional forces are accounted for. In oneembodiment, these calculations are made by using lookup tables providedby the engine manufacturer. Engine frictional torque are continuouslybroadcast by engine control module 146 during operation and used to lookup estimated engine losses in lookup tables provided by the enginemanufacturer.

Transmission/hybrid control module 148 may use a similar technique atstages 312 and 314 to calculate transmission losses due to rotationalinertia in transmission 106. Here again, energy consumed or absorbedbecause of friction or inertia due to moving parts rotating or otherwisemoving in the transmission result in energy expended that will not beconverted to electrical energy. Transmission manufacturers, like enginemanufacturers, provide lookup tables for estimating transmission lossesbased on the current gear, transmission oil temperature, output shaftspeeds and torques in various parts of the transmission, as well asother transmission specific variables. This information is madeavailable to transmission/hybrid control module 148 from transmission106 and is used to calculate a transmission loss which includes lossesdue to rotational inertia and friction.

Besides driveline losses, the algorithm also calculates vehicle energylosses resulting from wind resistance (309) and rolling resistance(311). As the vehicle decelerates, for example, from a high-speed,resistance to forward motion caused by the fluid characteristics of theair as the vehicle moves through it results in a reduction in speed thatis not translated into recovered electrical energy in energy storagesystem 134. These losses can, in one embodiment, be calculated accordingto the formula P_(wind)=WV³ where P_(wind) is the power loss due to windresistance, W is an aerodynamic or wind coefficient related to the shapeand aerodynamics of the vehicle and the relative ease with which itmoves through the air, and V is the velocity of the vehicle.

Similarly, losses due to rolling resistance result in the system failingto recover energy into energy storage system 134 because of rollingresistance. Rolling resistance can be calculated by multiplying the massof the vehicle times the speed of the vehicle times a road resistancecoefficient indicating the relative rolling resistance for a givenvehicle. The vehicle mass is known to transmission/hybrid control module148 by various means including information gathered from engine controlmodule 102, transmission 106, and from other processing withintransmission/hybrid control module 148 as it processes data to controlthe hybrid vehicle. Hybrid system 100 may also adaptively estimate anddetermine the vehicle mass over time which, in some embodiments, isfairly static, for example in the case of a vehicle whose load changeslittle as a percentage of overall vehicle mass. In other cases, vehiclemass may vary significantly over time, for example in the case of a dumptruck shuttling loads to and from a jobsite or a delivery van makingmultiple deliveries.

When the system has completed calculating individual parasitic vehiclelosses, the overall vehicle energy losses can be calculated (319). Inthe embodiment P_(Loss) shown and described with respect to equations 2,4, 5, and 6 above, these parasitic vehicle losses are simply addedtogether to form a combined vehicle energy loss that will not berecovered as electrical energy in energy storage system 134. However, inother embodiments, it may be advantageous to apply weighting factors oroffsets to give the algorithm the opportunity to adaptively adjust theweighting applied to each element of the overall vehicle energy loss.

Aside from the overall vehicle energy losses calculated in stages 309through 319, other efficiency related losses are included in thecalculation as well. For example, an estimated efficiency is calculatedat stage 306 and 307 that is related to the expected electric motoroperating efficiency of eMachine 112 shown in equations 1, 2, 4, 5, and6 as “efficiency” and discussed above as the “estimated efficiency”. AseMachine 112 operates in the regenerative braking mode, it exerts abraking force on transmission 106, driveline 108, and the wheels 110 toslow the hybrid vehicle and absorb kinetic energy converting some of thekinetic energy to electrical energy. The rest of the unconverted kineticenergy is lost because of friction, heating, and other parasitic lossesin eMachine 112. Stage 306 calculates this estimated efficiency factorand includes it in the calculation as noted in the equations above. Oneway to consider the estimated efficiency is as a ratio of the generatedelectrical power divided by the mechanical braking power provided by thedrive train in regenerative braking mode. In this embodiment of theestimated efficiency, if all of the available mechanical braking powerwas converted into electrical power, this ratio would be one, whichequates to an efficiency of 100%. However, because some losses ineMachine 112 are virtually inevitable, as with any known electric motorgenerator, this ratio is some value less than one. Also, because it isan estimate of future performance, it may be advantageous to determineestimated efficiency based on the previous performance of the vehicleover time. Transmission/hybrid control module 148 therefore maintainsprevious vehicle information, for example in lookup tables based onmotor speed and torque from previous regenerative events, to aid indetermining the estimated efficiency for the next regenerative event.These lookup tables are accessed (307) in order to calculate theexpected electric motor operating efficiency (306) for the currentregenerative event.

Besides calculating efficiencies related to eMachine 112,transmission/hybrid control module 148 also obtains battery resistanceand regenerative voltage information (308) used in calculating theoptimal power transfer that will avoid overly high in energy storagesystem 134. If excessive heating losses are incurred due to transferringlarge quantities of power over a short time, the benefits of recoveringenergy using regenerative braking may be negated due to shortening thelife of components within energy storage system 134 such as one or morebattery cells within the energy storage modules 136. Similardifficulties may occur with other forms of energy storage such ascapacitors and the like which can also be subject to failure if chargedto quickly. Therefore, transmission/hybrid control module 148 obtainsbattery resistance information, for example, from energy storage system136 and calculates or estimates regenerative voltage using lookup tableswhich consider factors such as vehicle mass and speed.

Having calculated the estimated efficiency (306), obtained batteryresistance and the estimated regenerative voltage (308), and calculatedthe combined parasitic vehicle energy losses (319), transmission/hybridcontrol module 148 is ready to calculate the optimal power transfer thatmay be made to the energy storage system 134 for this particulardeceleration event (303). This calculation is made at stage 321 and mayinclude Equation 6 derived and discussed in detail above. When thepredicted maximum electrical power calculation is complete (322),transmission/hybrid control module 184 controls eMachine (electric motorgenerator) 112 to recover the predicted maximum electrical powerresulting in a quantity of power entering energy storage system 134 thatis substantially equal to the predicted maximum electrical power.Processing then exits (325).

It is worth noting that in the illustrated embodiment, stage 321operates as a synchronization point meaning that as illustrated,multiple calculations may be ongoing simultaneously. However, in orderto calculate a predicted maximum electrical power transfer to energystorage system 134 at stage 321, these calculations must all firstcomplete in order for the necessary values to be available for the finalcalculation of the predicted maximum electrical power. However, itshould be understood that FIG. 3 is only exemplary and that the sameresult could be achieved by executing stages 304 through 321sequentially rather than somewhat in parallel as shown, thus achievingthe same result though the stages may be executed in a somewhatdifferent order.

While the invention has been illustrated and described in detail in thedrawings and foregoing description, the same is to be considered asillustrative and not restrictive in character, it being understood thatonly the preferred embodiment has been shown and described and that allchanges, equivalents, and modifications that come within the spirit ofthe inventions defined by following claims are desired to be protected.All publications, patents, and patent applications cited in thisspecification are herein incorporated by reference as if each individualpublication, patent, or patent application were specifically andindividually indicated to be incorporated by reference and set forth inits entirety herein.

1. A method of controlling regenerative braking in a hybrid electricvehicle, comprising: detecting a deceleration state of the vehicle,wherein detecting the deceleration state includes detecting a torqueprovided from a transmission to the electric motor generator, andwherein the electric motor generator is coupled to the transmission;calculating a predicted vehicle energy loss for a vehicle using avehicle controller, wherein the vehicle has an electric motor generatorand an energy storage system, and wherein the electric motor generatoris electrically connected to the energy storage system; calculating anexpected electric motor operating efficiency using the vehiclecontroller; calculating a predicted electrical power to supply to theenergy storage system using the vehicle controller and the predictedvehicle energy loss; and generating a regenerative braking power usingthe electric motor generator operating as a generator, wherein theregenerative braking power is less than or equal to the predictedelectrical power to supply to the energy storage system. 2-4. (canceled)5. The method of claim 1, wherein the predicted vehicle energy lossincludes losses caused by an expected change in vehicle kinetic energy.6. The method of claim 1, wherein the predicted electrical power tosupply to the energy storage system includes a predicted electricalpower loss resulting from an expected transfer of the predictedelectrical power to the energy storage system.
 7. (canceled)
 8. Themethod of claim 1, wherein the act of calculating the predicted vehicleenergy loss includes calculating an engine compression force loss. 9.The method of claim 1, wherein the act of calculating the predictedvehicle energy loss includes calculating an engine frictional forceloss.
 10. The method of claim 1, wherein the act of calculating thepredicted vehicle energy loss includes calculating a wind resistanceloss, wherein the wind resistance loss is calculated by the vehiclecontroller using a vehicle velocity and a vehicle aerodynamiccoefficient.
 11. The method of claim 1, wherein the act of calculatingthe predicted vehicle energy loss includes calculating a rollingresistance loss, wherein the rolling resistance loss is calculated bythe vehicle controller using a vehicle mass, a vehicle velocity, and avehicle rolling resistance coefficient.
 12. (canceled)
 13. The method ofclaim 1, wherein calculating the predicted vehicle energy loss includescalculating a transmission inertia loss and/or a transmission frictionloss.
 14. The method of claim 1, wherein the act of calculating thepredicted vehicle energy loss includes calculating an accessory loss.15. The method of claim 1, wherein the act of calculating the expectedelectric motor operating efficiency includes accessing a previousvehicle activity stored in a memory in the vehicle controller andcalculating the expected electric motor operating efficiency based onthe previous vehicle activity.
 16. The method of claim 1, wherein theact of calculating the expected electric motor operating efficiency iscalculated using an electric motor speed and an electric motor torque.17-20. (canceled)
 21. A method of calculating regenerative brakingpower, comprising: calculating a predicted vehicle energy loss using avehicle controller in a vehicle having a hybrid system that includes aninternal combustion engine, an electric motor generator, and an energystorage system with at least one battery cell, the energy storage systemcoupled to the electric motor generator, wherein the vehicle controlleris configured to calculate the predicted vehicle energy loss using acurrent rate of deceleration of the vehicle; calculating a predictedelectrical power supplied to the energy storage system using the vehiclecontroller, the vehicle controller calculating the predicted electricalpower using the predicted vehicle energy loss; calculating a predictedelectrical power loss using the vehicle controller, the vehiclecontroller calculating the electrical power loss using the predictedelectrical power supplied to the energy storage system; calculating apredicted regenerative braking power using the vehicle controller, thevehicle controller calculating the predicted regenerative braking powerusing the predicted vehicle energy loss, the predicted electrical powersupplied to the energy storage system, and the predicted electricalpower loss. 22-24. (canceled)
 25. The method of claim 21 furthercomprising, calculating an expected electric motor operating efficiencyusing the vehicle controller, wherein of calculating the expectedelectric motor operating efficiency includes accessing one or moreprevious electric motor operating efficiency values stored in a memoryin the vehicle controller and using the vehicle controller to calculatethe expected electric motor operating efficiency using the one or moreprevious electric motor operating efficiency values.
 26. The method ofclaim 25, wherein the act of calculating the expected electric motoroperating efficiency is calculated by the vehicle controller using anelectric motor speed and an electric motor torque.
 27. The method ofclaim 21, wherein the act of calculating the predicted electrical powerloss includes calculating a predicted change in the temperature of oneor more components within the energy storage system.
 28. (canceled) 29.The method of claim 21, wherein the act of calculating the predictedvehicle energy loss includes calculating a wind resistance loss, whereinthe wind resistance loss is calculated by the vehicle controller using avehicle speed and a vehicle aerodynamic coefficient.
 30. The method ofclaim 21, wherein the act of calculating the vehicle energy lossincludes calculating a rolling resistance loss, wherein the rollingresistance loss is calculated by the vehicle controller using a vehiclemass, a vehicle speed, and a vehicle rolling resistance coefficient. 31.The method of claim 21, further comprising detecting a decelerationstate.
 32. The method of claim 31, wherein the act of detecting adeceleration state further comprises using the vehicle controller todetect a torque provided from a transmission to the electric motorgenerator, wherein the electric motor generator is coupled to thetransmission.
 33. The method of claim 31, wherein the act of detecting adeceleration state further comprises using the vehicle controller todetect a brake pedal input signal, and an accelerator pedal inputsignal.
 34. The method of claim 21, wherein the act of calculating thepredicted vehicle energy loss includes using the controller to calculatean engine compression force loss and/or an engine frictional force loss.35. (canceled)
 37. The method of claim 21, wherein the hybrid systemincludes a transmission coupled to the electric motor generator, andwherein the act of calculating the vehicle energy loss includes usingthe vehicle controller to calculate a vehicle transmission loss using atransmission inertia resistance and a transmission friction resistance.38-40. (canceled)
 41. The method of claim 21, further comprising:generating a regenerative braking power using the electric motorgenerator operating in a generator mode, wherein the regenerativebraking power is less than or equal to the predicted regenerativebraking power; delivering the regenerative braking power to the energystorage system. 42-47. (canceled)